Locomotive



.1. GEIGER LOGOMOTIVE Filed Sept. 16. 1.926

Patented Dec. 11,1928.

UNITED STATES PATENT OFFlCE.

J'OSEF GEIGER, OF A'UGSBUBG, GERMANY, ASSIGNOB TO MASGHINENFABRIK AUGS- BURG-NUERNBERG, AKTIENGESELLSQ'H'AFT, OF AUGSBURG, GERMANY, A. COB-n PORATIOK OF GERMANY.

} mcomorrvn.

Application filed September 16, 1926, Serial N0. 185,861, and in Germany September 28, 1925. i

This invention relates to locomotives driven partly by Diesel cylinders acting directly upon the driving axle, and partly by compressed air cylinders also acting directly upon the driving axle and receiving compressed air from a compressor which is not connected to the driving axle but is operated from any suitable source of power. The pistons of the Diesel cylinders have to be of such large dimensions as compared with the pistons of the compressed air cylinders that considerable,

inertia forces are produced. This is due to the fact that, having regard to the available space, only a few Diesel cylinders (two or four at the most) can be arranged toactuate the driving axle, and to the fact that in order to obtain maximum efliciency from these cyl inders they must be made double acting, so

that conse uently the pistons are operated upon from 0th sides. With these pistons the compensation or balancing of themasses gives rise to considerable difiiculties.

Further difficulties also arise owing to the fact that favourable torque diagrams should beobtained not only for starting purposes,

but also fornormal continuous'running.

, for example in a four-cylinder locomotive,

with two Diesel cylinders and two compressed air cylinders, the cranks were, as in the case of four cylinder steam locomotives, set at angles of 180 and 90, then the torque diagram would be worse than'that of the steam locomotive and consequently the starting tractive force in'ce'rtain crank positions of the locomo-' tive would be too low, whilst in other crank positions there would be the danger of slipping ofthewheels owing to too high a startmg power incomparison with the force of adhesion. a

The object of the invention is to avoid these a two drawbacks by arranging the cylinders having the heavier moving parts inside or between thosehaving the lighter moving parts.

In order that the said invention may be clearly understood and readily carriedinto effect, the same will now be described more fully withreference to the accompanying drawings, in which Figure l'shows'diagrammatically one oonstructional form of the invention.

- appertaining to the two Diesel cylinders are,

furthermore, set atan angle of 135 in relatlon to each other and the cranks appertain- Ing to the two. air cylinders are set atan angle of 45 in relation to each other, whilst-the angle between the cranks appertaining to the right hand air cylinder L1- and the left hand Diesel cylinder DZ, as also between vthe cranks appertaining to the left-hand air cylinder L3 and the right-hand Diesel cylinder Dr, amounts to 90 in each case. This arrangement, without any additional weight in the reciprocating parts assuming the connecting f rods to be of infinite length, results in the acceleration forces of the reciprocating parts of each Diesel cylinder being about two and a third times as great as those of each air cylinder and the distance of each air cylinder from the symmetrical axis -AA.is approximately three times that of each Diesel cylinder. Under these circumstances a complete balancing of the masses for the inertia forces of the first order is obtainedand furthermore the inertia forces ofthe second order, which arise from the influence of the finite length of the connecting rods and each of which change twice per revolution can be kept smaller than the inertia forces of the first and second order in steam locomotives. The same remarks apply to the moments of the inerita forces of the second order. It is, however, of special im- 'portance that the moments of the inertia result is, furthermore, attained that the torque diagram'on starting, when the Diesel cylm- 10 ders are subjected to the action of compressed alr, is uniform and only deviates from a straight line by about 10%. cond1t1ons when the Diesel cylinders operate on the Diesel principle, on the contrary, the so called tangential inertia forces act, in the neighborhood of the usual revolution speeds, to such a manner upon the torque diagram that this diagram is also uniform or approximately so. Finally as a further advantage of this arrangement it may be mentioned that the bearing pressures in the cranked driving axle are very slight due to the stated crank setting and the driving axle itself is stressed comparatively slightly by bending loads originating from the piston forces.

All the above advantages are also attained to a certain extent if, for example, all four cylinders are Diesel cylinders working at one side of the pistons according to the Diesel principle and, at the other side (cross-head side) on the compressed air method. The proportion of the inertia forces of the reciprocating parts appertaining to the outer and inner cylinders must, in this case also, be in the proportion of approximately 1 to 2 and the distances from the symmetrical axis AA must be 3 to 1.

In the arrangement shown in Figures 3 and 4, which is mainly intended for locomotives of low power and low speed, two Diesel cylinders D and DZ are arranged on the outside, whilst centrally between them there is provided a double acting compressed air cylinder L which has approximately the same ef:

fective volumetric capacity as the two Diesel cylinders together. The setting of the cranks appertaining to the three. cylinders is 120. in this arrangement the stresses upon the driving axle are less than if the Diesel cylin der or cylinders were arranged inside. In contradistinction to the arrangement first described here there cannot be obtained a reduction or elimination of the moment of the inertia forces of thefirst and second order, which however is not prejudicial having regard to the small dimensions of the moving cally complete parts and lower speed of the locomotive which are presupposed for this arrangement. The com ensation of the free forces of inertia of the st and second order is however practijust as in the constructional form described first. V

The exact crank settings hereinbefore mentioned are not to be regarded as strictly binding for the invention; crank settings which approach the figures set forth are to be considered as coming within the scope of this invention.

Having now particularly described and ascert-ained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is:

1. A locomotive driven by both Diesel and oompressed-air-type engines acting directly Under running Y 2. A locomotive driven by both Diesel and fluid-pressure engines acting directly upon the same driving axle, the connection between the axle and an engine of one of the types which has heavier moving parts being arranged between the connections to the axle of a pair of engines of the other type having lighter moving parts, the crank-shafts of all of the engines being angularly olfset so that the inertia forces of the various reciprocating parts are elfective in compensating one another and so that the starting torque at various angular positions of the driving axle is approximately uniform.

3. A locomotive driven by both Diesel and compressed-air-type engines acting directly upon the same driving axle, the connection between the axle and an engine of one of the types which has heavier moving parts being arranged between the connections to the axle of a pair of engines of the other type having lighter moving parts, the crank-shafts of adjacent engines being angularly offset with relation to one another by angles exceeding 1 4:- "A locomotive driven by both Diesel and fluid-pressure engines acting directly upon the same driving axle, there being two Diesel engines having their crank-shafts set at. an angle of 135 to each other, arrangedon the inside between two fluid-pressure-type engines having their crank-shafts set at an angle of 45 to each other, the cranks of alternate engines being set at 90 to each other.

5. A locomotive driven by both Diesel and compressed-air-type engines acting directly upon the same driving axle and arranged in alignment, there being two Diesel engines having their crank-shafts set at an angle of 135 to each other, arranged on the inside between two compressed-air engines having their crank-shafts set at an angle of 45 to each other, the cranks of alternate engines being set at 90 to each other, and the Diesel engines having heavier moving parts than the compressed-air-type engines.

6. A locomotive driven by both Diesel an compressed-air-type engines acting directly upon the-same driving axle and arranged 1n alignment, there being two Diesel engines having their crank-shafts set at an angle of 135 to each other, arranged on the inside between two compressed-air engines having their crank-shafts set-at an angle of 45f to each other, the cranks of alternate engines beingset at 90 to each other, the compressedair engines being connected to the axle at points about three times as far from the center of the axle as the connections between the adjacent Diesel engines and the axle.-

a luralityof engines of different t s and of the various engines so that the inertia wlth moving parts of difierent we1g ts are forces of the various reciprocating parts are connected to a common drivin axle, the vasubstantially balanced. 10

rious points of connection 'oft e various en- In testimony whereof I have aflixed my 5 gines being spaced along the axle from a zone signature.

of neutral stress amounts coordinated with l the inertia force of the reciprocating parts JOSEF GEIGER. 

